1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148 
Commer Enters Maximum-gross Class with the Maxiload
Page 71
Page 72
Page 73
If you've noticed an error in this article please click here to report it so we can fix it.
DNE of the more important developments which will be seen at the Commercial Motor Show will be the
• entry of Commer Cars Ltd. into the field of iaximum-gross four-wheelers. The model with which ornmer is doing this is the Maxiload, and chassis suitable ir 14and 16-ton gross weights are offered. Each version
made in a wheelbase of 12 ft. 11 in., 14 ft. Sin, and I ft. 11 in., suitable for bodies of 14 ft. (tippers), 16 ft. 6 in. id 21 ft. respectively. Kerb weights are in the region of tons 10 cwt., this varying according to model and wheeltse, giving approximate payload capacities of 9 ton 10 cwt ir the 14-tonner and 11 ton 10 cwt. for the 16-tonner_ he only way in which the 14and 16-ton versions differ is
suspension and tyre equipment. For the new vehicles a version of the Routes threecylinder two-stroke diesel engine has been developed with a maximum net output of 132 b.h.p. at 2,400 r.p.m. and a maximum net torque of 335.1b. ft. at 1,250 r.p.m. By increasing the bore size from 3.25 in. on the earlier unit to 3-375 in., capacity is increased from 199 Cu. in. (3.261 litre) to 215 Cu. in. (3.52 litre).
The designation of the engine is 3D.215 and there are other minor modifications, such as a change in the fuel pump to get an increased fuel delivery, a larger oil cooler, and larger-diameter shafts for the rockers which transfer the piston and connecting-rod movements to the engine crankshaft. The other Iwo versions of the Rootes engine are the 3D.199, which produces 102 b.h.p. net, and the 3DA.199, with a maximum output of 144 b.h.p. net, both at 2,400 r.p.m. These two engines will continue to be produced for other vehicles in the Commer range.
The engine is located in a similar position to that adopted on other Commer chassis in which the three-cylinder twostroke unit is used, being below the rear half of the cab under the seat. Drive is taken through a hydraulically operated 14-in. Borg and Beck clutch to a Commer fivespeed synchromesh gearbox with ratios of 7-497, 3-983, 2.555, 1-590 and 1 to I. and 7-573-to-1 reverse. This is the standard fitting, option2I being a six-speed overdrive unit which is the same bo\ \vith the addition of an overdrive section to the rear of the casing Which gives an additional ratio of 0-787 to 1, au i other ratios being the same. The five-speed gearbox is the same as fitted on the Commer 8-tonner, this being suit,ble for the increased torque of the new engine because the box was designed with the higher engine ratings in mind and for eventual fitting of the overdrive ratio.
On the 12-ft. 11-in. and 14-ft. 8-in.-wheelbase versions there are two propeller shafts with a sirmle sealed-centrebearing unit mounted ir rubber, whilst on the 17-ft. 11-in.wheelbase model there are three shafts with two centre
bearings of the same type. The standard rear axle is a 10-ton-capacity Eaton 18000 single-speed unit available in a ratio of 6.5 to 1 only. Optional is an Eaton 18802 axle with the same load capacity and with ratios of 5.57/7-60 to 1. The front axle is a Kirkstall 6-ton-capacity unit with 3-in. stubs. Hydraulic power-assisted steering is fitted to the Maxiload, the steering box being a Cam Gears cam-and-peg unit with a ratio of 24.5 to 1.
The chassis frame is an interesting layout. The main members are the same section as on the Commer 8-tonner-9-75 in. deep with a 2.625-in. top flange and 3.0625-in. bottom flange, the material thickness being
in. but external flanged flitches are fitted to both members. These provide an extra bottom flange 3-28 in. wide and extend the full depth of the side-members to make an effective overall depth in the area of the flitches of 12.5 in. The flitch plates stretch from the front spring rear hanger brackets to the centre line of the rear axle on the sides of the members, the flanges underneath extending from the rear of the gearbox to below the rear-spring front hanger bracket. There are six cross-members on the 12-ft. 11-in.-wheelbase model, seven on the 14 ft. Sin, and eight on the 17 ft. 11 in.
Separate Circuits The braking system is full air pressure with Westinghouse components. The front and rear brakes are on separate circuits with a dual-concentric foot valve and two-chamber reservoir-787 cu. in. for the front brakes and 1,106 Cu. in. for the rear. Air pressure is supplied by a 13.4-cu.-ft./min. engine-driven compressor and the size of the front-brake diaphragm is 24 sq. in. At the rear, brake actuation is by dual-diaphragm chambers—in effect two • mounted together with a common operating rod—the diaphragm nearest the brake lever having an area of 30 sq. in. and the other 24 sq. in. The latter is used to provide air-pressure assistance to the handbrake.
The control valve for the handbrake air circuit is located at the handbrake lever fulcrum and air is taken from the front brake section of the air reservoir. Brake units are Girling cam operated, the sizes being 15 in. by 6 in. front and 15.5 in. by 8 in. rear. Total frictional area is 844 sq. in.
Suspension is by semi-elliptic leaf springs 57-5 in. long by 3 in. wide at the front and 54 in. long by 3.5 in. wide at the rear. There are ten 0.4375-in.-thick leaves on the 14-ton version and 11 of the same thickness on the 16-tanner. The 14-tormer has nine-leaf rear springs, each being 0.469 in. thick, whilst on the 16-tonner there is one more of this thickness and an additional one 0.5 in. thick. Lever-type dampers are fitted to the front axle and each rear spring has a seven-leaf (each 0.3125 in. thick) helper spring. Tyre equipment on the 14-tonner is 1000-20 (14-ply) on 7-in. wheels as standard, with the option of 11-00-20 (14-ply) on 7.5-in. wheels. On the 16-tanner, the only tyre equipment offered is 11-00-20 (16-ply) on 7.5-in. wheels.
For the Maxiload, a luxury version of the existing• Commer cab has been produced. This has an overall width over wings of 8 ft., and interior width of 6 ft. The general design of the unit is unchanged, with entry steps forward of the front wheels and a flat floor across the width of the cab. External modifications include a lower position of the twin headlamps on each side and mounting of the side-members on extension plinths to conform with the requirements for the 8-ft. width. The location of the Commer name letters on the front of the cab is also
repositioned lower down the front panel and the letters are increased in size to 4 in. deep.
Inside the cab, the degree of trim has been increased and there are now no metal parts in evidence, everything being covered by plastics material, padded on the back, including around the windscreen and doors, and a felt backing to the perforated head lining. The top and bottom of the facia panel are heavily padded with foam under a plastics covering and the rubber floor covering is also foam backed.
A two-passenger seat continues to be used, but the driver's seat has been improved, being now fully adjustable for rake of the back squab as well as fore and aft and seat height. The seat has adjustable torsion-Ioaded suspension. Standard equipment in the cab includes windscreen washers, padded sun visors on both sides of the cab, an interior lamp operated by courtesy switches in the doors as well as a switch on it, a lockable cubby box on the facia, large ashtrays on both doors and, for the U.K. market only, a 4-65 kW. heater.
The electrical system is 12V. positive earth with a .Lc. generator, but an a.c. unit is available as an option together with a 24V. system. Other options on the Maxiload, apart from those already mentioned, are an engine-speed tachometer, a 20-b.h.p. power-take-off and transversely mounted silencers in place of the standard, which are parallel with the chassis centre line under the right-hand side-member.
As well as the chassis with cab, a chassis/front end is offered. The basic price of the 14-tonner chassis and cab at 12 ft. 11 in. wheelbase is £2,295 and for the chassis/front end £2,130. The 14 ft. 8 in. wheelbase costs the same and the prices of the 17 ft. 11 in. model are increased by £25. There is the same price structure for the 16-ton model which in all cases costs £75 more than the 14-tonner.